Synopsis The pilot arrived at the lake to pick up two passengers and their equipment. At the lodge, a third person asked to leave on the same flight. After loading the three passengers and their equipment aboard the float-equipped aircraft, the pilot taxied to a position abeam the dock to the east, and began the cross-wind take-off run. As soon as the aircraft became airborne, the pilot began a left turn at low altitude between an island and the shoreline. The aircraft emerged from behind the island in a steep, skidding, left-hand turn just above the water and struck trees along the west shore of the lake. The aircraft sank about 20 feet from shore and came to rest upright in approximately 30 feet of water. One passenger was able to exit the aircraft and swim to shore. The pilot and the other two passengers did not survive. The Board determined that the pilot began the take-off run from a position on the lake which did not allow sufficient distance for the take-off and climb-out. 1.0 Factual Information 1.1 History of the Flight The aircraft departed from the main float base on Snakeskin Lake, Ontario, to pick up two passengers at a lodge on Noganosh Lake, 16 miles to the northwest. This was the pilot's last scheduled flight for the day. When the pilot arrived at the lodge, a third member of the party asked to leave on the same flight. After the passengers and their baggage were loaded on board the aircraft, the pilot taxied approximately 700 feet to the east, parallel to the dock, then turned the aircraft toward the north and began the take-off run. (See Appendix A.) The aircraft travelled approximately 2,400 feet before becoming airborne. Almost immediately after becoming airborne, the pilot made a steep left turn to pass between an island and the shoreline. To negotiate the passage, the pilot was compelled to make a quick, steep turn to the right, followed immediately by another steep left turn. During the last steep left turn, the aircraft struck trees on the shore. The aircraft travelled approximately 100 feet further before hitting the water and sinking in approximately 30 feet of water, 20 feet from shore. The accident occurred at 1657 eastern daylight saving time (EDT)1 during the hours of daylight at latitude 4549'N, and longitude 08016'W. 1 All times are EDT (Coordinated Universal Time [UTC] minus four hours) unless otherwise stated. 1.2 Injuries to Persons 1.3 Damage to Aircraft The aircraft was damaged substantially from impact with trees, rocks, and the water. 1.4 Other Damage There was no other property damage. 1.5 Personnel Information Pilot Age - 23 Pilot Licence - Commercial Medical Expiry Date - 01 Apr 95 Total Flying Hours - 392 Hours on Type - 133 Hours Last 90 Days - 131 Hours on Type Last 90 Days - 131 Hours on Duty Prior to Occurrence - 9 Hours off Duty Prior to Work Period - 13 The pilot was certified and qualified for the flight in accordance with existing regulations. He started his flying training in May 1992, and gained his commercial pilot licence in December 1993. On 08 May 1994 he acquired a float endorsement, and on 20 May he began his training and employment with Rainbow Airways. It was standard company procedure for all the pilots to receive a morning briefing from the dispatcher on the flying activity scheduled for the day. Any weather, aircraft, and passenger information would be given to the pilots at this time. The pilot attended the morning briefing and, before departing from the main base to pick up the customers, he reviewed the flight information, including the load and the weather conditions, with a more experienced company pilot. 1.6 Aircraft Information Manufacturer - Cessna Aircraft Corporation Type and Model - A185E Skywagon Year of Manufacture - 1967 Serial Number - 185 1272 Certificate of Airworthiness (Flight Permit) - Valid Total Airframe Time - 3277.7 hr Engine Type (number of) Continental IO-520-D - (1) Propeller/Rotor Type (number of) McCauley D2A34C58-NO - (1) Maximum Allowable Take-off Weight - 3,350 lb Recommended Fuel Type(s) - Minimum Grade 100/130 Fuel Type Used - 100/130 The aircraft was certified, equipped, and maintained in accordance with existing regulations and approved procedures. The weight and centre of gravity were within the prescribed limits. 1.7 Meteorological Information Visual meteorological flight conditions generally prevailed at the time of the occurrence. The 1700 EDT sequence recorded by the automatic weather reporting station at Britt, Ontario, located 12 miles to the west of Noganosh Lake, reported a temperature of 16 degrees Celsius with wind from 290 degrees true at 11 knots with a peak gust of 28 knots. The Ontario Climate Centre branch of Environment Canada conducted a post-occurrence analysis of the weather conditions in the Noganosh Lake area at the time of the occurrence. The air mass was described as convectively unstable, combined with winds which were characterized as strong and gusty, making conditions favourable for moderate turbulence. The information gathered from Environment Canada records is consistent with the weather conditions reported by witnesses to the occurrence and the weather conditions observed on a videotape taken at the time of the occurrence. 1.8 Flight Recorders The aircraft was not equipped with a flight data recorder or a cockpit voice recorder, nor was either required by regulation. However, a witness to the occurrence videotaped the aircraft throughout most of the take-off until the aircraft disappeared behind an island. The videotape was sent to the TSB Engineering Branch Laboratory for analysis. Technical limitations of the recording medium prevented the analysis from yielding any useful information about the aircraft take-off configuration. 1.9 Previous Take-off on Noganosh Lake On the Friday before the occurrence, the pilot flew two passengers to the lodge. After the passengers and cargo were dropped off, the pilot taxied the empty aircraft eastward, away from and parallel to the dock. He began the take-off run from approximately the same position he used on the occurrence flight. It was reported that the aircraft became airborne prior to entering the narrows and climbed out without any incident. The wind on the Friday was almost calm and there were no waves on the lake. 1.10 Take-off Performance The aircraft was equipped with Wipline model 3700 floats, for which take-off performance charts are not available. The Cessna Floatplane owner's manual supplement for aircraft equipped with EDO Model 2960 floats shows that, at a gross take-off weight of 3,320 pounds, with the same ambient temperature as on the occurrence date, taking off from smooth water with no head wind and 20 degrees of flaps extended would require approximately 2,500 feet to take off and clear a 50-foot obstacle. The weight of the aircraft on the take-off from Noganosh Lake on the Friday before the occurrence flight was recorded as 2,537 pounds, and the weight of the aircraft on take-off from Noganosh Lake on the occurrence flight was 3,309 pounds. The actual distance required for take-off would also be affected strongly by the take-off technique employed by the pilot and the direction and speed of the wind. The Transport Canada (TC) booklet Light Aircraft Operating Tips shows that a five-knot tail wind on take-off can increase the take-off distance for an aircraft by as much as 20 per cent. When taking off from water, the TC Flight Training Manual states the following: As a general rule in selecting the take-off path, when you feel you have sufficient distance, double it. The climb-out path must be planned prior to starting the take-off, with hills, valleys, and downdraughts being taken into account. Also, under strong wind conditions, strong descending air currents can be encountered along a shoreline with steep rising terrain. 1.11 Wreckage and Impact Information 1.11.1 Take-off Area Information The south end of Noganosh Lake, on which the lodge is located, has an orientation of 350/170 degrees magnetic (M) and is approximately 7,800 feet in length. The south end of this part of the lake is known locally as Turner's Bay. It is narrower than the larger part of the lake and is approximately 3,400 feet in length. The lodge is located on the west side of the lake near the mouth of Turner's Bay. Pilots at Rainbow Airways reported that nearly the entire length of Turner's Bay is usable and, for a take-off to the north, they always taxi south well into Turner's Bay to utilize the extra distance available. This procedure was confirmed by witnesses at the lodge, some of whom are long-time visitors to the lake, and cottagers on Turner's Bay. Approximately 4,000 feet north of the south end of Turner's Bay is an island known locally as Dan's Island. Pilots taking off to the north use this island as their reject take-off point. On the day of the occurrence, the pilot did not taxi south into Turner's Bay, but began his take-off run from a point only slightly south of Dan's Island, leaving approximately 4,200 feet available to perform the take-off run and climb. The shore on all sides of Noganosh Lake quickly rises more than 50 feet above the lake and is covered by approximately 45-foot-high trees. 1.11.2 Aircraft Damage The initial impact occurred on a heading of about 165M while the aircraft was in a steep, skidding, left turn with the flaps retracted. The aircraft struck a tree, then the rocky shoreline, and then the water. Damage indicated that the engine was producing high power at the time of impact, and the impact with the tree destroyed the right float and tore the right wing off at the wing-root. Both doors remained closed throughout the impact, but both side door windows were fully open when the aircraft was located. A small hole in the right rear passenger window was the only broken window in the aircraft. The aircraft came to rest upright in approximately 30 feet of water about 20 feet from shore, 100 feet from the first impact scars. 1.12 Medical Information There was no evidence that incapacitation or physiological factors affected the pilot's performance. 1.13 Survival Aspects Passengers received a comprehensive briefing prior to their departure from the main base on Snakeskin Lake. The briefing included seat-belt use and operation, door operation, and a demonstration of the proper way to don and use the life jackets. The briefing was not as comprehensive when the aircraft departed Noganosh Lake. The aircraft was not equipped with shoulder harnesses. The pilot was very conscientious about passengers wearing their lap belts, and witnesses confirmed that all occupants fastened their lap belts prior to departure. Examination of the aircraft revealed no evidence of malfunction or failure of the lap belts, except that the floor attachment on the left side of the left rear passenger's seat-belt had become detached from the seat-belt. The surviving passenger had occupied that seat and exited the aircraft through the left door window and swam ashore. Although witnesses reacted immediately to the occurrence, it took several minutes for them to reach the occurrence site from the lodge.